Internal combustion engine



Feb. 12, 1935. 5

' INTERNAL COMBUSTION ENGINE Filed Nov. 12, 1952 4 Sheets-Sheet 1 INVENTOR. JOH/V PH/LL IPS BY 6% J H/S ATTORNEY Feb. 12 1 935.

J PHILLIPS INTERNAL COMBUSTION ENGINE Filed NOV. 12, 1932 4 Sheets-Sheet 2 IN V EN TOR. JOH/Y PH/LA lPs BY m J W H/S ATTORNEY Feb. 12, 1935. J, p L ps INTERNAL COMBUSTION ENGINE Filed Nov. 12, 1932 4 Sheets-Sheet 3 IN V EN TOR. m P/f/A L 1P3 FeB. 12, 1935.

J. PHILLIPS INTERNAL COMBUSTION ENGINE Filed Nov. 12, 1952 4 Sheets-Sheet 4 HIS ATTORNEY Patented Feb. 12, 1935 UNITED STATES PATENT-OFFICE 1,990,565 I INTERNAL COMBUSTION ENGINE I John Phillips, Oakland, Calif. Application November 12,1 932, Serial No. 642,339 14 Claims, (01. 12a 59) Another object is to provide an engine having.

improved means for supplying fuel thereto to obtain a complete scavenging of the cylinders after each firing stroke, and to insure the introduction of a proper fuel charge to be compressed during each compression stroke.

Another object is to provide an engine having improved starting means whereby a compressed charge of fuel is introduced into successive cylinders independently of the normal intake valves to impart a starting impulse to the pistons, and to insure a prompt filling of the cylinders with a fuel charge.

Another object is to provide an improved means for regulating the speed of the pumps by which fuel is supplied to the engine cylinders in accord-. ance with the speed of the engine.

portion shown in transverse section substantially corresponding to a line 22 of Fig. 1;

Figure 3 is a sectional view of the pump driving clutch and is taken on line 33 of Fig. 4;

Figure 4 is a sectional View of the main clutch member taken on line 44 of Fig. 3, a portion of the view being broken away;

45 Figure 5 is afragmentary side elevation of the invention showing the fuel charging means with a portion of one pump head broken away to disclose the rotor, and withthe end portion of the shaft therefor shown in section;

50 Figure 6 is a diagrammatic view illustrating the valve action of the several cylinders when the engine is being started;

Figures 7 and 8 are diagrammatic views showing the operation of the scavenging and supple- The invention possesses other objects and fea communicates through the ports 11, and a second intake mandifferent intervals of piston movement through which the valves are'open;

Figure'9 is a broken sectional view of the fuel connection from the carburetor to the pumps.

In terms of. broad inclusion, the engine of my 5 invention comprises a plurality of cylinderseach having a pair of intake valves arranged to admit 7 portions of a fuel charge under pressure during different intervals of piston movement to expel spentgases from the preceding charge and. to 10 introduce a fresh charge of fuel into the cylinders. "My invention also contemplates the provision of separatevpumps for introducing the charge into each cylinder in separate portions, and .15 means for automatically controlling the speed of the pumps relative to the speed of the engine.

The invention also contemplates the provision of separate starting valves for each cylinder and means for introducing pressure intothe cylinders 20 at the start of the power strokes to the respective pistons independently of the intake valves for imparting ;an initial starting. impulse to the pistons. i

In terms of greater detail, the'engine of my 5 invention comprises a cylinderblock 1 having a plurality of cylinders 2. In the preferred embodiment shown in the drawings, I have illustrated. a fourcylinder construction, but a greater or less number of cylinders'may be .used if 0 .desired. Pistons 3 are mounted in the cylinders 2, and are connected toa crankshaft 4 by means of connecting rods 6 engaging cranks 7 formed on the crankshaft 4. The cranks 7 are preferably disposed 90 apart.

1 'Exhaust ports 8 are formed in eachcylinder be uncovered by the'piston as it approaches the end .of its power stroke, and to be again 40 covered as 'the piston starts back on'the compression stroke thereof. The exhaust ports are so positionedthat. they will be uncovered through approximately 40 of crank movement before the piston reaches dead center at the end of its power stroke.

A cylinder head 9 is mounted upon the block 1. The cylinder head 9 is provided with intake ports' 11 and"12 for each cylinder 2. Valves Band 14 are mounted upon the head 9 in association with the ports 11 and 12 respectively of each cylinder. An intake manifold passage 16 with each of the cylinders ifold passage I'I-communicatesWith each of the 5 cylinders 2 through the ports 12. The manifold passages 16 and 1'7 are independent of each other, and are preferably formed in the body of the cylinder head 9.

Fuel is delivered into the manifold passages 16 and 17 by suitable pumps 18 and 19 respectively. The pumps 18 and 19 may be of any desired type, rotary pumps of the form illustrated in Figure 5 being particularly well adapted for the purpose.

The pumps are preferably built into the cylinder blocks 1 and are driven by means of gears 21 and 22 engaged by worm gears 23 and -24 respectively. The worm gears 23 and 24 are carried by a shaft 26 driven by a chain 27, or other suitable driving connection, engaging a sprocket 28 upon the shaft .26 and a sprocket 29 carried by a clutch 30 upon the crankshaft 4. The clutch 30 is preferably of the hydraulic type and comprises the main member 31 and an outer cover member 32. One suitableform of the hydraulic clutch is illustrated in Figures 3 and 4, though other forms of clutch may be substituted if desired. 7 In the preferred form illustrated, the main member 31 is journaled on a sleeve 33 carried by a gear 34 keyed to the crankshaft 4. A plurality of recesses 35 are formed in the face of the member 31 to receive pinions 36 journaled upon lugs 37 formed upon the member 31, and meshing with the gear 34 which also seats within a recess in the face of the member 31. The-gear 34 fits snugly between the main member 31 and the cover member 32 and against the walls of the recess except at points adjacent its point of engagement with the pinions 36. The recesses 35 are enlarged upon one side to form a chamber which communicates with the recess occupied by the gear .34 along a narrow passage 38.

Chambers 39 and 40 are formed in the main clutch member 31. A port 41 opens from the chamber 39 into the juncture of each recess 35 with the recess in which the gear 34 is seated at points immediately back of the points of engagement of the gear 34 with the pinions 36.

A port 42 opens from the chamber 40 into the enlarged chamber portion of each recess 35.

A plurality of ports 43 and 44 are formed in thesleeve 33 to match with the chambers 39 and 40. A plunger 46 is slidably mounted within the gear 34.and sleeve 33 for closing the ports 43 and 44 to normally prevent a flow of oil from one of the chambers 39 and 40 to the other.

The plunger 46 is arranged to be actuated by means of a suitable governor designated in gen- :eralby the numeral 47 and comprising. a plurality of weighted governor arms 48 pivoted upon lugs 49 carried by the outer clutch member 32. A link 51 forms a toggle connection between .the:weighted arms 48 and extensions52 carried .by the valve member 46.

to permit a restricted flow of oil between the chambers 39 and 40.

The operation of the clutch is briefly as follows: The chambers 39 and 40, and the recesses in which the gear 34 and pinions 36 are seated between the clutch members 31 and 32 are kept filled with oil or other suitable liquid. When the crankshaft 4 is rotated in a clockwise direction as indicated in Figure 4, its movement is imparted to the gear 34 which in turn tends to impart rotation to the pinions 36. As both the gear '34 and the pinions 36 are seated snugly between the clutch members 31 and 32 and fit closely in recesses formed in the member 29, and the outer member 32 seats against the outer faces of the gear and pinions, no leakage of oil can occur around the gears or along the sides thereof. As rotation starts, the oil filling the spacebetween the teeth of the gear 34 and pinions 36 cannot escape and therefore forms an incompressible cushion between adjacent teeth as they move into meshing relation and thereby locks. the gear and pinions together and causes the pinions and clutch member to be carried with the gear.

When a predetermined rate of rotation is attained, the plunger 4'7 is Withdrawn sufficiently to permit an escape of oil through the ports 41 to the'chamber 39 and thence through the passages 43 and 44 to the chamber 40 and back to the face of the clutch member 29 through the port 42. This permits a restricted circulation of the oil through the clutch member so that a limited movement of the pinion 36 will be permitted, thereby causing the clutch member 29 to be rotated at a speed less than the speed of rotation of the gear 34. The movement of the plunger 46 is controlled by the governor Weight 48 in a manner such that no circulation will be permitted until a predetermined rate of rotation is attained, and that thereafter the speed of the clutch member will lag behind the rate of rotation of the crankshaft and gear 34 in proportion to the increase of the speed of rotation and the crankshaft. F

Thus, the pumps 18 and 19 will be driven in direct proportion to the speed of the engine up to a certain point, but thereafter the pumps will be driven at a speed which increases less rapidly than that of the engine. This arrangement avoids excessive pump pressure when the engine is operated at high speeds.

The intake valves 13 and 14 are normally held closed by light springs 56, and are actuated by means of tappets 57. Valve rods 58 are connected at one end to the tappets 57, and at their -opposite ends engage cams 59 and 60 upon a camshaft 61. Gears 62 and 63 upon the camshaft 61 and crankshaft 4 respectively drive the camshaft at the same speed as the crankshaft.

The cams 59 which actuate the valves 13 are arranged to open the valves 13 as soon as the pressure within the cylinder is reduced by the escape of exhaust gases through the ports 8 to a point approximately equal to the pressure of the charge built up by the pump 13. This oc ours in each cylinder preferably after the exhaust ports thereof have been opened through 15 of crankshaft movement, as indicated at 107, Fig. 7. In other words, each intake valve 13 is opened approximately 25 of crankshaft movement before the corresponding piston reaches dead center at the end of its power stroke, indicated at 108. The valve 13 is kept open through substantially of crank move- 'trical circuit through a starting motor.

ment'and is closed-when the piston'has" moved approximately 25 past dead center,'as indicated at'109- H The cams 6O actuatethe valves 14 to open approximately 25 of crank movement after the valves 13 have opened, or when the piston reaches its lower dead center, as indicated at I 110,

Fig. 8, remaining open through substantially 50 the charge delivered by the pump 19. This occurs at approximately 10 of crank movement after the exhaust'ports 8 are closed, as indicated 'at 112. '20 I In addition to the intake ports 11 and12 and the valves 13 and 14 associated therewith respectively, I provide for each cylinder a starting valve 66 mounted ina'passage 71 in'the' cylinder head 9 to normally close a starting port 67. Each valve 66 is normally held seated by a light valve spring 68, mounted within the passage 71 over a valve stem 69 on the valve 66. A separate supply duct 72 is connected to each of the passages 71. A by-pass 73 is arranged to be connectedat one end to the intake supply passage 1'7 supplied by the pump 19. At the oppo site end, the by-pass 73 is arranged to be connected to the ducts -72 successively by means of adistribut'or 74.

The distributor 74 comprises a chamber 75 into which the distributing ducts 72 open. A

rotor '76 ismounted within the chamber 75, the

rotor 76 being arranged to seat against the wall of the-chamber 75 through which the ducts 72 open. The rotor 76 is driven by means of a gear 77 meshing with'the cam shaft timing gear -62 a nd operating to drive the rotor at'the same speed as the cam shaft. A slot 78is formed in the rotor 76, rotation of the rotor operating to move the slot 78 to uncover the ducts 72 suc- 'cessively, thereby connecting the by-pass 73 to the ducts 72 in the order in which their respective cylinders are fired. The movement of the firingstroke. The length ofithe' slot 78 is such that each duct 72 will be uncovered for approximately 120 of movement, therebyv insuring'that each duct Will remain open until the. rotor 76 is moved to uncover the duct tothe next succeeding cylinder. v a

The by-pass73is rendered-operative to deliver a compressed charge from the pump 19 to the cylinders by means of a plunger valve 81 mounted withinthefpassage connectingthe pump 19 to the passage 17. .The plunger 81 is normally held in a position opening the passage 17 and closing the by-pass 73 as indicated in full lines in Figure 2, the plunger being maintained in this position by pressure from the pump 19. The plunger 81 is arranged to be moved to a starting position closing thepassage 17 and opening the 'by-pass 73. Forthis purpose I prefer to provide a solenoid 86 which is energized" preferably by the elec- When the solenoid isenergiz'ed, the plunger 81 is moved 'to its starting positiomi'ndicated in dotted lines in Figure 2, by means of a stem 87 extending into i the solenoid. -In the starting positioma port 84 V is moved to register with the by-pass 73, thereby directing the compressed charge from the pump 19 into the by-pass.

A motor-generator '88 having a sprocket 89 is mounted upon a bracket 90 pivoted upon the cylinder block 1 by means of a pivot pin 91. A spring 92mounted over an arm 93 carried by the bracket 90 and extending-through a lug 94 on the. .block '1 operates to resiliently hold .the motor-generator in operative position with the sprocket 89 engaging the pump driving chain 27.

Av nut 96 is threaded on the arm 93 for adjusting the position of the bracket to take up slack in "the chain-27. The motor-generator 88 is arranged to operate as a motor when a starting circuit is directed therethrough in the ordinary manner. When the engine isin operation, the motor-generator is driven by the engine and thereafter functionsas a generator.

1 In starting the engine, an electric circuit is directed in any suitable manner through vthe motor-generator 88 to energize the same as a motor and thereby drive the pumps 18 and 19 by means of the chain 27. At the same time, the solenoid 86 is energized to close the passage 17 and open the by-pass 73. .While the pumps 18 and 19 are being driven by the motor-generator 88, the clutch 30 turns freely upon the crankshaft 4 so that the motor does not turn the engine. This'is due to the fact that, when the main member 31 is driven by the chain 27, oil

carried between the teeth of the pinions 36 may be displaced by the teeth of the gear 34 and forced back along the passages 38 to the enlarged chamber portions of the recesses 35. The circulation of oil so permitted allows the pinions 36 to turn freely over the gear 34 so that the pumps 18 and 19 may be driven independently of the engine.

The fuel supply is drawn into the pumps 18 and 19 through a suitable carburetor 97 connected to the intake sides of the pumps through an inlet connection 98. The carburetor is provided with the usual butterfly valve 99 by which the supply of fuel may be throttled as desired.

A partition 100 ismounted'in the inlet connection 98 to divide the same .into two passages 101 and 102, one of which connects with the pump 18 and the other with the pump 19. The partition 100 extends to a point immediately next to the axis of the butterfly valve 99.

A relatively large idling passage193 isprovided to permit fuel to be drawn into the passage 102 connecting with the pump 18 while the butterfly valve is closed. The valve 99 will substantially close the passage 101 to the pump 19.

A relief valve 104 is preferably mounted in the partition 100. The valve 104 is adjusted to open solenoid 86, thereby moving the valve 81 to its starting position and causing the motor to drive the pumps 18 and 19' as above described. The pumps 18 and 19 compress a combustible charge of air and fuel drawn through the carburetor 97 and into thepumps 18 and 19 through the pas- .sages 101 and102. .The compressed chargefrom the pump 19 is delivered into .the by=-pass .73 ,while the charge from pump 18.is delivered into the intake passage 16.

The charge delivered through theby-pass '73 passes to the distributor '74 and thence through the ducts 72 .to those cylinders inwhich the pistons 3 happen to be at the .startof a power stroke. The pressure of the charge delivered through a duct '72 forces the starting valve.66

associated therewithto an open position againstthe light resistance of its spring 68. In this manner, an initial pressure is delivered into the cylinders successively and imparts a starting impulse operating to move the pistons within the cylinders. The initial charge so introduced is not ignited but serves merely to displace thepistons by pressure.

At the same time, the compressed charge from the pump 18 is delivered through the connection 16 to one of the cylinders 2 through whichever intakevalve 13 is open. The butterfly valve 99 is preferably kept open during the starting operation so that a full charge may be deliveredby bothpumps.

InFigure 6 I have illustrated diagrammatically the action that takes place. Assuming that the .firing order is 13'24.and that the. piston in cylinder I is at the start of its power stroke, the piston in cylinder II will be at the start of its compression stroke; and the pistonsin cylinders III and IV will be midway of their compression and power strokes respectively. The intake valves 13 and14 of cylinders I, III and IV will be closed. The intake valve 13 of cylinder II will be fully opened; and valve 14 will be just starting to open, but as the passage 1'7 is closed by valve 81, no fuel charge from pump 19 will be delivered past valve 14.

The compressed charge from pump 19 is delivered first to cylinder IV, and as its piston is displaced by the pressure of the charge, the distributor '74 is actuated to open the duct '72 to cylinder I and to close the duct 72 to cylinder -IV. The charge from pump 19 is now directed to cylinder I and the piston therein is displaced along its power stroke by the pressure of the charge. The distributor then delivers the compressed charge from pump 19 to successivecylinders as their respective pistons start their power strokes. In the meantime, cylinder II will have received an initial compressed charge delivered by valve 13 from pump 18.

The initial charge admitted intocylinder II by valve 13 will be compressed during the compression stroke of the piston and will be fired in the ordinary manner as the piston reaches the end of its compression stroke. In themeantime, the piston in cylinder IV will have started its compression stroke and a charge of fuel from the pump 18 will have been admittedby valve 13 so that cylinder 1V will be charged and will fire immediately following cylinder II. As the piston in cylinder I reaches the end of its initial power stroke, the exhaust port 8 will'be uncovered, the initial pressure in cylinder ,1 being released, and a rich charge from pump 18 will be delivered to the cylinder by .valve 13. In normal starting operation, the initial charge admitted to cylinder II will be fired when the crankshaft has completed a half revolution so that normally only a half turn of the crankshaft is necessary to charge the cylinder and obtain theinitial firing impulse. Thereafter, the

several cylinders will fire in'order in the ordinary manner.

As soon as one cylinder has fired, the starting circuit .may be broken, and the valve 81 vwill bemoved back -by.pressure from pump v19 to its normal position for closing the by-pass L73. and openingrthe passage 17. Thereafter, the distributor 74 will be driven in time with the operation of the -motor, but will perform no ,function ,as'no charge will be delivered thereto from the pump 19.

In the normal operation of the motor, fuel is charged into the cylinders as indicated diagrammatically in Figures 7 and 8. As each piston approaches the end of its powerstroke, it uncovers the exhaust port 8, thereby permitting the substantially spent charge to escape from the cylinder. As soon as the pressure in the cylinder is reduced to approximately thepressure of the charge compressed by pump 18,

,the valve 13 is opened to admit a charge of fresh fuelfrom the pump 18 while the exhaust port is open. The inrushing charge displaces the spentresidue of the preceding charge, and

effects a thorough scavenging of combusted gases from the cylinders. At the same time .the rush of gases through the exhaust port sweeps away any carbon or foreign matter in .itspath.

The valve 13 remains open after the piston passes dead center and starts its compression stroke. In the meantime, the intake valve 14 will have opened and a further charge will be admitted into the cylinder. The valve 14 remains open until the combined charge portions are compressedto substantially equal the pressure under which the charge from the pump 19 is injected into the cylinder which, as above stated, is at approximately 10 of movement after theexhaust ports 8 are closed.

The effective pressure under which charge is introduced into the cylinder from the pump .19 is substantially higher than obtained by pump 18. This is due to the fact that the valves 13, whichadmit the charge from the pump 18, open while the exhaust ports are open and while the pistons are moving along their power strokes. As a result, the pressure in the cylinder 1 drops very rapidly and the pressure built up by the ,pump 18 is quickly dissipated. The valves 14.

operating to admit charge from the pump 19 however open as the pistons start their compression stroke, and the pressure of the incoming charge is met by'thepressure due to com- -.pression,of the charge already trapped in the 1 cylinder as the piston starts its compression stroke; and as a result the pressure built up by the pump 19 is not dissipated to'as great an extent as in the case of the pump 18 and hence a higher effective pressure is built up and maintained.

By introducing the charge into the cylinders past separate intake valves, and during different intervals of the piston stroke, the first or scavenging portion of the charge efiects a complete pression stroke and starts the ensuing power stroke.

The provision of separate pumps 18and l9.

supplying portions of the charge throughseparate valves 13 and 14 is of particular value as'a' means for obtaining a quick pick-up from a slow or idling speed. While the engine is idling, the

butterfly valve 99 is closed and only the fuel admitted through the idling jet passage 103 to.

f rotation is obtained. Thereafter, the-governor actuated valve 46 is moved to causealag in the rotation of, thepumps thereby avoiding excess pressure when the motor is driven at high speed,' and insuring an efficient operation of the pumps regardless of the speed of the engine.

For installations wherein the engine operates under a substantially uniform load and at substantially constant speed, the governor actuated through a wide range such asoccurs in autovalve l6 may be omitted, as this feature is primarily useful where the load and speed varies motive practice. j v a The capacity of each of the pumps 18'and 19 is preferably such that when driven from the crankshaft each pump will deliver free air equal in volume to the piston displacement for each revolution: of the crankshaft. When operating at high speed, each pump will buildup and maintain sufi'icient pressure to insure a com- .plete scavenging andan efiicient charging of the engine cylinders. If the speed of the engine drops under an increase of load below the speed at which the governor 47 causes the pumps to lag, the pumps will build up and maintain a higher pressure By thus introducing the fuel charge under a higher initial pressure, the charge and the final degree of compression within the cylinders is correspondingly increased. In other words, for a given throttle opening, the pumps will deliver the fuel charge at' a higher pressure when the engine is operating at a slow speed than when the engine is operating, at'a high speed. The result is that the engine will operate smoothly and efficiently at slow speed under load, and the power output at low speeds is materially increased. e

The air supplied through the carburetor may be preheated, and a relatively high degree of heat maybe applied in any convenient manner to heat the mixture of air and fuel in the manifold passages between thercarburetor and the pumps.- The relatively large volume ofv air drawn through the carburetor prevents over-1- heating at the carburetor and hence the inlet connection 98 may be heated to a high degree 'to vaporize liquid fuel drawn through the carburetor. Any liquid fuel which may pass into or be condensed in the pumps will be thoroughly atomized and mixed with the air by the action of the pumps. The engine of my invention is therefore particularly adapted for eiiioient operation with low grade fuels.

The pressure upon the pistons is always in the same direction, and hence the crankshaft bearings do not need to be finished and maintained with the high degree of accuracy necessary in a four cycle engine wherein the pressure upon the bearings is in one directionduring the power stroke and in the opposite direction during. the suction stroke of. the piston. The provision of four cranks disposed 90 apart lends itself to a smooth continuous operation which tends to eliminate vibration and obtain operative efficiency as each of the cylinders will fire once during each full rotation of the crankshaft. i

The valves require little or'no attention. The exhaust ports may be made relatively large so asto facilitate a rapid scavenging of the cyl-v inder. The seats of the intake valves are kept clean by the inflow of fresh charge thereby, and,-

the internal pressure of the cylinder tends to keep the valves firmly seated.

I claim: 1. A two-stroke cycle internal combustion engine comprising a plurality. of, cylinders provided with pistons, exhaust ports arranged to be uncovered by the pistons during a portion of each stroke thereof, a pair of intake valves foreach cylindena pump for introducing a portion of a fuel charge into each cylinder past one of the valve'sthereof after the exhaust port thereof is opened, and a second pump for introducing a separate portion of the charge past the other valve during a different interval of piston movement before the exhaust port is closed.

2. A two-stroke cycle enginecomprising a plurality of cylinders provided with'pistons, exhaust ports arranged to-be uncovered by the pistons during a portion of each stroke thereof, a pair of intake valves for each cylinder, a pump for introducing a portion internal combustion of a fuel charge into each cylinder past one ofv the valves-thereof after the exhaust port thereof.

is opened a second pump for introducing a separate portion of the charge past the other valve, during a different interval of piston movement before the. exhaust port is closed, and driving means actuated by the engine for driving the pumps. Y

3. A two-stroke cycle internal combustion engine comprising a plurality of cylinders provided with pistons, exhaust ports arranged to) be uncovered by the pistons duringa portion of each stroke thereof, a pair of intake valves for each cylindena pump for introducing a portion, of a fuel charge into each cylinder past one of.

the valves thereof after the exhaust port thereof is opened, a second pump for introducing a separate portion of thecharge past the other valveduring a different interval of piston movement before the exhaust port is closed, andv means actuated by the engine for driving thepumps at speeds varying with the speed of the engine. i

4. A two-stroke cycle internal combustion engine comprising a plurality of cylinders provided with pistons exhaust ports arranged to be uncovered by the pistons during a portion of .each

stroke thereof, a pair of intake valves for each cylinder, a pump for introducing a portion of a fuel charge into each cylinder past one of the valves thereof, a second pump for introducing a Atwo-stroke cycle internal combustion engine comprising a plurality of cylinders provided with pistons, exhaust ports arranged to be uncovered by the pistons during aportion of each stroke thereof, a pair of intake valves for each cylinder, a pump for introducing a portion of a fuel charge into each cylinder past one of the valves thereof, a second pump for introducing a separate portion of the charge past the other valve during a different interval of piston movement, means including a hydraulic clutch actuated by the engine for driving the pumps at speeds varying with the speed of the engine; and governor means in connection with the clutch for controlling the speed of the pumps relative to the speed of the engine.

6. A two-stroke cycle internal combustion engine comprising a plurality of cylinders provided with pistons, exhaust ports arranged-to be uncoveredby the pistons during a portion of each stroke thereof, a pair of intake valves for each cylinder, and separate pumps for delivering independent portions of a fuel charge from a common source to the cylinders past separate intake valves.

'7; A two-stroke cycle internal combustion engine comprising-a plurality of cylinders provided with-pistons, exhaust ports arranged to be uncovered by the pistons during a portion of each stroke thereof, apair of intake valves for each cylinder, a carburetor, and separate pumps for delivering independent portions of a fuel charge from the carburetor to-the cylinders past separate intake valves.

8. In a two-stroke cycle internal combustion engine, a pump driven by the engine for delivering fuel under pressure into the cylinders past aset of intake valves, a second pump driven by the engine for delivering fuel under pressure into the cylinders through a second set of intake valves, and means for automatically controlling the speed of the pumps relative to the speed of the engine.

9. In a two-stroke cycle internal combustion engine, a pump driven by the engine for delivering fuel under pressure into the cylinders past a set of intake valves/a second pump driven by the engine for delivering fuel under pressure into the cylinders through a second set of intake valves, and means including a hydraulic clutch and governor for automatically controlling the speed of the pumps relative to the speed of the engine.

10. The method of charging fuel into the cylinders of a two-stroke cycle engine which comprises introducing a scavenging charge portion into a cylinder through one valve after the opening of an exhaust port in the cylinder and while the piston is ending its power stroke, and

-' introducing a supplemental charge portion through a different valve and from a different source of pressure while the piston is beginning its ensuing compression stroke.

11'. A two stroke cycle internal combustion engine comprising a plurality of cylinders each provided with a piston, an exhaust port of each cylinder arranged to be opened by the piston during approximately 80 of piston movement at the end of the power stroke thereof, an intake port for each cylinder arranged to be opened approximately 15 of piston movement after the exhaust port is opened, a second intake port for each cylinder arranged to be opened approximately 25 of piston movement after the first intake port is opened, and. means for introducing separate portions of a fuel charge into each cylinder under pressure through the first and second intake ports thereof.

12. A two stroke cycle internal combustion engine comprising a plurality of cylinders each provided with a piston, an exhaust port of each cylinder arranged to be opened by the piston during approximately 80 of piston movement at the end of the power stroke thereof, an intake port for each cylinder arranged to be opened approximately 15 of piston movement after the exhaust port is opened, a second intake port for each cylinder arranged to be opened approximately 25 of piston movement after the first intake port is opened, and separate pumps for delivering independent portions of a fuelcharge to each cylinder under pressure through the intake valves thereof.

13. A two stroke cycle internal combustion en- 1 gine comprising a plurality 'of cylinders each provided with a piston, an exhaust port of each cylinder arranged to be opened by the piston during approximately 80 of piston movement at the end of the power stroke thereof, an intake port for each cylinder arranged to be opened approximately 15 of piston movement after the exhaust port is opened, a second intake port for each cylinder arranged to be opened approximately 25 of piston movement after the first intake port is opened, a pump for delivering a portion of a fuel charge to each cylinder under pressure through the first intake port thereof, and a separate pump for delivering a second portion of the fuel charge to each cylinder under greater pressure through the second intake port.

14. A two stroke cycle internal combustion engine comprising a plurality of cylinders each provided with a piston, an exhaust port of each cylinder arranged to be opened by the piston during approximately 80 of piston movement at the end of the power stroke thereof, an intake port for each cylinder arranged to be opened approximately 15 of piston movement after the exhaust port is opened, a second intake port for each cylinder arranged to be opened approximately 25 of piston movement after the first intake port is opened, a pump for delivering a portion of a fuel charge to each cylinder under pressure through the first intake port thereof, a separate pump for delivering a second portion of the fuel charge to each cylinder under greater pressure through the second intakeport, and means for controlling the speed of the pumps relative to the speed of the engine.

JOHN PHILLIPS. 

